Cable or electric street-railway



(No Model.) 2 Sheets-Sheet 1. 8

W. s. PHBLPS. GABLE 0R ELECTRIC STREET RAILWAY.

No. 897,885. Y Patented Peb. 5, 1889. l: 'f-*l :i: v

N PEYERS. Phoio-Lilhugmpher. wnshi cA (No Model.) 2 sheets-sheen 2.

W. S. PHELPS.

CABLE 0R ELECTRIC STREET RAILWAY.

No. 397,385i Patented Feb. 5, 1889.

waz/26.5555

NTTED STATES .VILLAM S. PI'lELPS, OF SAN FRANCISCO, CATFORNIA.

CABLE OR ELECTRIC STREET-RAILWAY.

SPECIFICATION forming part of Letters Patent No. 397,385, dated February 5, 1889.

Application filed August It, 1888.

To all m7107121 it may concern:

Be it known that I, WILLTAM P HaLPs, ot' the city and county of San Francisco, State ot' California, have invented an Improvement in Street-Railways, oli' which the Following is a specification.

The invention relates to the substructure oif the crossings and junctions ot' those railways which have sub-surface tunnels or tubes to give passage to part of the car l'neehanism, as the grip ot' a cable railway or the collector ot an electric railway.

The invention consists in the combination ot' parts constitliting what are called the points -e`. c., the portion ot the substructure between the two intersecting or joining' slots through which the grip or collector shank passes from the point where the two slots iutersect or join each other to a short distance back, whereby 'these points are made more substantial than heretofore and capable ol:l

being adjusted both horizontally and verti-A cally, so that when tlleybecome displaced, by reason oi' heavy loads passin over them, they may in a simple manner, without reconstruction or repairs, be restored to their normal position in truc alignment with the surrounding structure.

In the accompanying drawings, forming a part of this specification, 1 `igure l is a plan, partly `in section, of a roadway at the point where a branch enters the main line. Fig. 2 is a vert-ical section through mainline slot of the same. Fig. 3 is a cross-section taken on. the line l. Q, Fig. l, ata larger scale. Fig. -Ltis a similar view taken on the line 3 4t, Fig. il, same scale. Fig. 5 isa detached detail, in per speetive, ot a sin glc plate, hereinafter referred to.

In all the figures the same letters ot' reference are used to indicate the same parts.

The usual way ot' constructing and supporting these points has been to introduce pillars of iron of various shapes, unsupported sidewise and without lmeans oi' adjustment when thrown out of alignment, these pillars forming part of the substructure, but so disconnected t' rom their sl'lrroumflin parts as to be capable ot' an independent movement, the result being that frequently the point would be so 'far thrown ont of line as to obstruct the passing grip or cause it to enter the wrong slot.

Serial No. 282,003. (No model.)

indeed seldom have these points been found in proper relation with the surrounding roadbed after being in use where heavy vehicles pass over them tor any length et' time.

The present invention overcomes these dit liculties, the point being designed with an especial view of maintaining its position, however heavy may be the strain l rought upon it by the surface tratlie.

In the drawings, A A are the slots-main and braneh-in which the grip-shanlis move, these slots being formed by the angleirons o d da. rllhetwo adjoiningcenter iron s, o. of', are those to which the substructure of the point is secured'.

l l are the yokes or trames of the subway, l; b the :trame-sills, and C the track-rails, these parts being constrnctml in any of the prevailing methods.

The poi1u-sup1 )ort is formed by the two vertical side plates, l) l), which conform to the shape of the slots they are related to with lrespect to their being straight or curved accordingly as the slots are straight or curved. rlhe upper edges ot these plates will be bolted to the vm'ticalv flanges ot the slot-irons o a', and also the plates will be bolted at their lower edges to the bars Evhich stretcli across at least three ot the yokes and are supported by and bolted to the cross-bars F, which in turn are made fast by bolts or rivets to the frames or yokes l. The rear ends ot the plates D are joined by a diaphragm or crossplate, G, which is secured to the side plates through the medium ot" the angle-irons y, which are riveted to both.

All il are tlat iron braces bolted to the plates l) l) and tothe cross-bars F, andyoke-trames, as shown. The bolts fastening' the foot ot each brace should be long enough to allow ot thin plates or sh'ims being inserted between the .toot of each brace and the bar F, for by means et these shims the vertical adjustment ol' the pointis ellfected.

I is a bracerod which serves to ad just the point horizontally. This rod is secured to 1he plates l) by being passed through them, and the proj ecting end haviiig a head riveted thereon, a shoulder or collar being formed on the opposite side of the plates, and between the plates, to prevent them being drawn together, a short socket-piece, fl, will be pr0 IOO vided. The opposite end of this brace-rod will pass through the bar J, which bar is fastened to two adjoining yokes, as shown. There the rod passes through the bar .I it will have a screw-thread cut upon it and nuts on each side of the bar, so that as these nuts are screwed back and forth so the rod and the attached point will be drawn in or t'orced out to the ct'l'ect ot' nicely adjusting the point horizontally. (lare must be taken to place these rods below the path of the grip.

A single plate, as illustrated in Fig. 5, may be substituted for the double plates l) by having the upper part ot' the plate slit into sections and these sections alteinate] iY bent to the let't and right to join onto the slotirons. In this case the end diaphragm is avoided, otherwise the remaining parts will be t-he same.

K is the usual cover, which is bolted over the structure at the snrtace, but removable whenever it ish d esired to get at the snbstrueture of the point to adjust it.

'hen the point terminates in a long movable tongue, L, as where a branch enters the main line, the usual steel tongue is provided and bolted to the main part ol the point in the usual manner.

IVhere the bolts move in adjusting thc point, the holes t'or them must be slotted holes. Thus where the teet of the braces H H are bolted to the cross-bars It at h-and yoke-frames at 71. the holes t'or the bolts will be slotted holes to accommodate the vertical and horizontal adjustments.

In adjusting the point first loosen the bolts fastening the bars E to the cross-bars F, then loosen the bolts at the foot of the braces I-I, and then slack up the nuts on the brace-rods I until the point can be moved into the desired position. Then put in shims wherever it may be found necessary and screw up all the'nuts of the bolts tight again. For the purpose of getting at these bolts the cover K must be removed, as before suggested.

IVhat I claim as my invention, and desire to secure by Letters Patent, is-

il. In street-railways having subways for the passage of the mechanism of the car such as the grip in a cable road or collector in an electric road-the substructure of the points which are bounded on each side by the di\*erging slots of either cross or branch lines, as herein described, consisting, essentially, of a vertical plate-iron point-support secured to the yoke-fraines, braced in a perpendicular position by diagonal braces and being adj ustable horizontally and vertically, substantiall y as and for the purpose herein set forth and described.

2. 'lhe point-support herein described, consisting' of a vertical plate, D, bars E and F, braces Il, and rod I, in combination with the yoke-frames B, the whole arranged and connected substantially as and for the purpose described.

WILLIAM S. II'IELPS. lVitnesses:

GEORGE PARDY, .Lu/ins CoEY. 

